Porti & ambiente — le notizie raccolte

July 20, 2026 © Marine Group Boat Works Marine Group Boat Works (MGBW), a boatbuilding and repair company operating a shipyard in Chula Vista, California, has been selected to begin construction of a new low-emissions passenger ferry for Catalina Express. The vessel is expected to be launched and begin sea trials in the third quarter of 2027. Catalina Express is part of the LA MER (Los Angeles Marine Emission Reduction) project, a collaborative initiative between CARB and the Port of Los Angeles. Backed by a $31 million CARB grant, the project aims to accelerate the adoption of lower emission harbor craft across California. As part of this effort, Catalina Express received a $15 million grant to match its own $15 million contribution to the project. The new 46-meter Catalina ferry, designed by Incat Crowther, will be equipped with four Tier 4 MTU 12V 4000M65L engines and a proposed CARB-verified diesel particulate filter once certified by the EPA, USCG, and CARB to meet CARB commercial harbor craft regulations. Catalina Express is the primary link between the Southern California mainland and Catalina Island. The introduction of this new 524-passenger vessel will streamline operations by replacing three Tier 2 and Tier 3 vessels. The project will generate more than 100 full-time jobs for craftsmen, engineers, production personnel and support staff throughout construction. In addition to the direct employment impact, the project strengthens the regional supply chain through the purchase of more than 200,000 pounds of locally sourced aluminum and over 880 feet of piping materials. Using standard MARAD maritime industry economic multipliers, the project is estimated to generate more than $54 million in total regional economic impact.

The Port of Long Beach environmental award recognizes decades of work combining cargo growth, cleaner technology and more sustainable freight operations across the Southern California region. The California Council for Environmental and Economic Balance presented the2026 Edmund G. “Pat” Brown Awardduring its annual summer seminar. Port CEO Dr. Noel Hacegaba accepted the honor from council Chair Fran Inman. The award recognizes people or organizations that protect the environment while supporting economic growth. It is named after Edmund G. “Pat” Brown, who served as California governor from 1959 to 1967. “Governor Pat Brown knew that economic prosperity and environmental sustainability can exist side by side. We are happy to continue his legacy.” — Long Beach Harbor Commission President Frank Colonna Don’t miss…Bechtel Joins Newcastle to Sydney High-Speed Rail Plan The port adopted its Green Port Policy in 2005. The framework links operational sustainability with community protection, cleaner air and water, wildlife safeguards and the use of the best available technology. Its longer-term targets include zero-emission cargo-handling equipment by 2030 and a zero-emission drayage truck fleet by 2035. These goals connect the award to measurable equipment and freight-system changes rather than to recognition alone. In June, the Harbor Commission authorized a$58.2 million package for cleaner technology. The plan covers 61 zero-emission, human-operated cargo-handling machines, 21 chargers, six zero-emission harbor craft, five additional cleaner harbor vessels and one zero-emission locomotive. The package forms part of the Sustainable Terminals Accelerating Regional Transformation initiative, supported partly by the California State Transportation Agency. It expands the port’s work beyond terminal equipment into marine and rail operations. Pacific Harbor Lineprovides switching, maintenance and dispatching services across the ports of Long Beach and Los Angeles. The neutral short-line railroad connects port terminals with BNSF and Union Pacific. The Brown Award is broader than rail transport, but the port’s equipment program shows how cleaner switching and intermodal operations fit within the same environmental and economic strategy. That connection gives the recognition direct relevance to freight rail and port logistics. News on railway transport, industry, and railway technologies from Railway Supply that you might have missed: Don’t miss…B&O Railroad Museum Rebrand Creates a National Institution

Il Porto di Los Angeles ha stanziato 75 milioni di dollari in incentivi per i camion elettrici, con l’obiettivo di decarbonizzare le attività portuali. Ma questa è solo l’ultima iniziativa di uno scalo che da anni punta sull’elettrificazione. È stato infatti il primo porto al mondo, già nel 2004, a introdurre l’Alternative Maritime Power (AMP) per le navi container, permettendo alle imbarcazioni di “attaccarsi alla spina” e spegnere i motori diesel durante la sosta. Il cold ironing. Nello scalo di Los Angeles sono 80 i punti di ricarica per le navi La misura importante è questa: “80 vault AMP”. Cosa significa? Il Porto di Los Angeles dispone di 80 punti di connessione elettrica a terra dedicati all’Alternative Maritime Power (AMP). Il sistema di cold ironing che permette alle navi di spegnere i generatori diesel e collegarsi alla rete elettrica mentre sono ormeggiate. In California sono stati pionieri e oggi giustamente si vantano dei loro record e nel loro sito Internet scrivono: «Alternative Maritime Power® (AMP®) è un programma per la qualità dell’aria che si concentra sulla riduzione delle emissioni delle navi portacontainer. Il 21 giugno 2004 l’autorità portuale ha annunciato l’apertura del primo terminal elettrico per container al mondo». Quasi due mesi dopo, il 9 agosto 2004, ha accolto la prima nave portacontainer al mondo costruita già con le specifiche AMP, la NYK Atlas. Primi e oggi possono c vantarsi di avere “prese” «più di qualsiasi altro porto nel mondo». Si lavora per ampliare la ricarica per le navi Nei mesi scorsi il Dipartimento dei Trasporti degli Stati Uniti ha annunciato oggi oltre 150 milioni di dollari in sovvenzioni. Tra i principali beneficiari i porti di Los Angeles, Long Beach e la Port Authority of New York and New Jersey, che utilizzeranno i fondi per ampliare le connessioni elettriche dedicate alle navi in banchina. Insomma il porto più elettrico del mondo continua il suo processo di elettrificazione. Le sovvenzioni faciliteranno l’installazione di nuovi posti di ormeggio con shore power, l’aggiornamento delle infrastrutture elettriche esistenti e il sostegno allo sviluppo di tecnologie di smart grid per gestire la domanda di energia in modo efficiente. Dalla ricarica delle navi ai camion elettrici Inquinano le navi, ma un porto funziona come una grande fabbrica: un ecosistema complesso in cui operano molte attività a terra, rese possibili da veicoli e mezzi che contribuiscono all’inquinamento tanto quanto le imbarcazioni. Per ridurre questo impatto, l’autorità portuale di Los Angeles ha aperto un bando da 75 milioni di dollari per sostenere l’adozione di camion pesanti elettrici (Class 8, equivalenti a oltre 16 tonnellate nella classificazione europea). Il contributo è particolarmente generoso: gli operatori idonei possono ricevere fino a 300.000 dollari per veicolo. I fondi disponibili sommano 50 milioni di dollari provenienti dal Clean Ports Program dell’Agenzia per la Protezione Ambientale degli Stati Uniti (EPA) e 25 milioni di dollari aggiuntivi dal Clean Truck Fund Rate del Porto di Los Angeles. Secondo l’autorità portuale, il programma contribuirà a un pacchetto di investimenti più ampio, superiore a 600 milioni. Questi progetti sono destinati a sostenere l’obiettivo del porto di raggiungere “operazioni terminalistiche 100% a zero emissioni”. Sia con le navi sia con i veicoli a terra. LEGGI ANCHE: Atlante ricarica le flotte e guarda il VIDEO

The Port of Los Angeles has issued a request for proposals for its Zero-Emission Truck Purchasing Incentive Project, making US$ 75 million available to Licensed Motor Carriers registered in the Port Drayage Truck Registry for the purchase of battery-electric Class 8 drayage trucks. Eligible applicants must commit to purchasing a minimum of 10 vehicles. The incentive provides up to USD 300,000 per battery-electric truck, with a maximum award of US$ 24 million per Licensed Motor Carrier. Funding is structured as USD 50 million from the US EPA Clean Ports Program grant award and US$ 25 million from the Port’s Clean Truck Fund Rate. Contracting questions may be submitted through July 20, with proposals due by December 3. The Zero-Emission Truck Purchasing Incentive Project forms part of a broader US$ 600 million programme under the US EPA Clean Ports Program, in which the Port of Los Angeles and the Harbor Community Benefit Foundation are collaborating with marine terminal operator partners APM Terminals, Everport Terminal Services, Fenix Marine Services, TraPac and Yusen Terminals to fund projects supporting the transition to 100 percent zero-emission terminal operations while fostering high-quality jobs and public engagement.

A trio of congressional Democrats have reintroduced the Next Generation Shipping Act, a bill that would create a billion-dollar-a-year Marad program to support the development and deployment of zero-emission vessel technology. A trio of congressional Democrats has reintroduced legislation that would create a billion-dollar-per-year grant program within the Department of Transportation’s Maritime Administration to support technologies that reduce or eliminate vessel emissions. This is the second time around for the Next Generation Shipping Act, which was first introduced in November 2024 as the “Zero-Emission Vessel Innovation Act.” “Maritime commerce is a key economic driver in our state, with the Port of Baltimore alone supporting more than 273,000 good-paying jobs in Maryland,” said Sen. Chris Van Hollen, D-Md. “That’s why we’re fighting for resources to strengthen U.S. competitiveness in the global shipping industry by modernizing our nation’s maritime economy and building the maritime workforce of the future. With this legislation, we begin to meet the clean shipping demands of today and tomorrow.” The bill —introduced by Van Hollen with Rep. Nanette Barragán, D-Calif., and Troy Carter Sr., D-La. — would create the “Next Generation Shipping Innovation Program,” a 10-year, $10 billion Marad grant program aimed at investing in “zero-emission vessels, clean alternative fuel vessels, shore power, charging and fueling infrastructure, vessel efficiency technologies, and related maritime innovations,” while also developing domestic supply chains and workforce development and training programs. Eligible projects, as defined by the bill, would support the research, design, demonstration, development, and deployment of zero-emission vessels, clean alternative fuel vessels, “vessel energy efficiency technology (such as wind assistance and systems that minimize underwater noise emissions),” shore power and corresponding vessel technology, and infrastructure to support the deployment of zero-emission and clean alternative fuel vessels. “Maritime innovation is essential to America’s economic and environmental future,” Carter said, “and the Next Generation Shipping Act delivers the bold, forward-looking investment needed to keep our nation competitive. By advancing zero-emission vessels, modernizing port infrastructure, and strengthening domestic shipbuilding, this legislation charts a cleaner, smarter course for the shipping industry.” As lead sponsor in the House, Barragán placed the emphasis of the bill on community health. “Shipping plays a vital role in our economy, and at the Ports of Los Angeles and Long Beach, but it should not come at the expense of the health of our families,” Barragán said. “The Next Generation Shipping Act is about investing in cleaner technologies, supporting American jobs, making sure the United States leads in the future of maritime innovation, all while making sure we do so in a way that preserves public health.” Reintroduction of the Next Generation Shipping Act comes at a complicated time for maritime policy and industry in the United States, with much fanfare following the release of the Trump administration’s Maritime Action Plan earlier this year and outspoken criticism over the ongoing waiver to the Jones Act. The bill also faces competition from the bipartisan SHIPS for America Act, reintroduced a year ago. While the Next Generation Shipping Act has garnered support from a wide range of environmental and community organizations, the bill also has backers in the maritime industry, includingABBandElliott Bay Design Group.

LOS ANGELES ‒ Schools are out for the summer, but the batteries in more than 200 electric school buses are helping some people in the United States find relief when temperatures soar. From California to North Carolina, yellow electric school buses are sending power back to the grid, easing some strain when demand spikes during heat waves. Hundreds more are expected to come online. The stored energy in school buses and other electric vehicles is dwarfed by that of power plants. But efforts to use their batteries to return power to electrical systems, known as Vehicle-to-Grid (V2G), show how EVs could fortify strained power grids. Fully deployed V2G projects involving about 230 of the nation's roughly 6,700 electric school buses now have the capacity to supply about 8 megawatt-hours of power at a given time, according to the World Resources Institute's (WRI) Electric School Bus Initiative. By contrast, PJM, the largest U.S. regional grid, will need more than 160,000 megawatts of power this week to meet peak demand for 67 million people. Much of the United States this week has been sweltering under record-breaking temperatures. "It's very early days. School buses will be a critically important backbone of V2G capacity," said Steve Letendre, senior adviser to the Vehicle Grid Integration Council trade association. Electric school buses have large batteries, some exceeding 200 kilowatt-hours. They can charge when demand is low and send power back to the utility. They are often idle in the summer, when electricity demand surges. At least 31 utilities and 21 states are involved in V2G school bus projects, WRI said. The number of electric school buses on the road should more than double to around 14,625, or 3% of the total fleet, in the coming years, WRI data showed. Many of those will be V2G-enabled. Still, capacity from V2G electric school bus projects needs to grow exponentially to make a meaningful difference. Consulting firm ICF forecasts 445,000 megawatts of U.S. grid capacity additions through 2030, partly driven by the data center boom. More:Why fast-moving buses on California's freeways could be the future V2G projects face hurdles including up-front costs and a lack of universal V2G technology. Regulatory frameworks and standards are years away. Electric-vehicle owners and operators face concerns that repeated charging and discharging of a battery could accelerate battery degradation, and that use of V2G could void a battery warranty. Electric buses do not spew tailpipe pollution, but critics of vehicle electrification and government/public investment in alternative energy projects argue they could tax the grid. To combat that, many schools are leaning on solar energy for charging. California leads the United States in developing and adopting V2G school bus technology. Its largest project is at the Oakland Unified School District, where Pacific Gas & Electric and transit provider Zum operate a fleet of 74 buses estimated to generate 2.1 gigawatt-hours of electricity annually. A separate Zum project with the San Francisco Unified School District is set to launch next month. It is expected to surpass the Oakland project, with a starting fleet of 104 buses returning about 3 gigawatt-hours of energy annually during peak hours. The fleet will more than double to 238 electric buses in 2027-2028. California mandates that electric school buses funded through state programs be equipped for Vehicle-to-Grid capability. It is funding some V2G infrastructure programs and has the state's largest utilities ‒ PG&E and Southern California Edison ‒ as partners. In Connecticut, the Branford Public Schools district will have 46 V2G-capable electric buses in August. In North Carolina, Cherokee Boys Club will operate 21 electric school buses for tribally controlled Cherokee Central Schools. It has a V2G test program funded by Duke Energy. Cherokee Boys Club service manager Donnie Owle is working on a project to use the buses as generators for school buildings that double as emergency shelters. Daniel Thomas, director of administrative services at South Florida's Glades County School District, does not have funding for V2G but plans to use 13 Blue Bird electric buses as cooling centers when the next hurricane strikes. "We hope it never comes, but this is Florida," Thomas said. (Reporting by Lisa Baertlein in Los Angeles; Additional reporting by Tim McLaughlin in Boston; Editing by Timothy Gardner and Matthew Lewis)

TRE ORE DI ELETTRICITA' AL GIORNO GRATIS. IL DIVIDENDO SOLARE PER GLI AUSTRALIANI Dal primo luglio migliaia di famiglie negli stati australiani del Nuovo Galles del Sud, dell’Australia Meridionale e del Queensland possono ricevere tre ore di elettricità gratuita a metà giornata. È meglio di un regalo - ed è un bellissimo regalo - perché l’idea è quella di spostare i consumi verso le ore in cui il solare sommerge la rete e i prezzi all’ingrosso tendono al negativo. Scaldabagni, pompe di piscina, condizionatori, ricarica EV e batterie domestiche: se si fa di giorno, con una finestra che nel 2026-27 è fissata tra le 11 e le 14, è gratis. Lo possiamo chiamare un dividendo solare di cittadinanza. Per aderire, basta avere un’utenza con smart meter (per ora circa il 60% dei clienti è equipaggiato) e aderire al piano del governo federale chiamato Solar Sharer Offer, che si applica per ora solo in alcune aree del paese. C’è un tetto di 24 kWh al giorno per la gratuità, per limitare gli aumenti compensativi nelle altre ore. Chi è già elettrificato e flessibile (EV, batterie, carichi spostabili) guadagna di più; affittuari, residenti in condomini e in reti “embedded” rischiano di non riuscire a sfruttare l’offerta e quindi di pagare di più dopo l’opt-in. Una prima considerazione è che si tratta di un’ottima soluzione per ridurre lo spreco e la non immissione in rete di energia pulita (il cosiddetto curtailment), e usare meglio un sistema in cui un terzo delle case ha il fotovoltaico e, nelle punte, il solare copre metà della domanda. Ma la seconda è più importante: dopo milioni di anni in cui gli esseri umani hanno faticato per procurarsi l’energia - prima raccogliendo la legna, oggi lavorando per pagare la bolletta - ora in una fetta del pianeta e per una fetta della giornata, la corrente elettrica sarà talmente economica da non valere nemmeno la pena misurarla. Volete abbondanza? La volete gratis? Eccola. Una veduta aerea del Dubbo Solar Hub, 30mila pannelli solari su 50 ettari nella tenuta del signor Tom Warren a 400 chilometri da Sydney (Foto Gregory Plesse / AFP via Getty Images) TOYOTA SOTTO ACCUSA: AVREBBE COPIATO IL TRICICLO ELETTRICO AFRICANO Un gigante dell’automotive ruba l’idea di un triciclo elettrico a una piccola azienda guidata da una donna sudafricana che lavora nello Zimbabwe. Il condizionale è d’obbligo, ma non si può certo dire che non sia la prima volta. La storia è questa: una causa in California accusa la Toyota Mobility Foundation di aver violato un accordo di tutela della proprietà intellettuale con Mobility for Africa, una piccola impresa con base a Mauritius che gestisce in Zimbabwe l’e-trike Hamba: un veicolo a tre ruote (diciamo un Apecar elettrico) con un’autonomia di circa 90 chilometri, un pianale in grado di trasportare persone e cose fino a 400 chili, e capace di marciare anche su terreni sterrati a una velocità massima di 25 all’ora. Secondo il ricorso di Mobility for Africa, la fondazione Toyota (che è gestita da dirigenti della casa automobilistica giapponese) avrebbe copiato spudoratamente un esemplare di Hamba, in collaborazione con lo Exa Innovation Studio di Los Angeles, dando poi vita a una nuova società in Kenya chiamata Songa Mobility. Che naturalmente produce e gestisce tricicli elettrici praticamente identici allo Hamba. MFA, guidata dalla sudafricana Shantha Bloemen, ha poco più di 300 veicoli e gestisce rete di ricarica e leasing; sostiene che l’episodio abbia ostacolato raccolta fondi ed espansione. TMF ha detto al New York Times di essere a conoscenza del caso e di indagare, senza ulteriori commenti. La storia è un po’ complicata. Negli ultimi cinque anni, la fondazione Toyota ha sostenuto il progetto di Mobility for Africa in Zimbabwe con un finanziamento di 840.000 dollari. In secondo luogo, bisogna dire che molte tipologie di e-trike simili sono acquistabili da fornitori cinesi a basso costo, il che rende sottile la linea tra know-how proprietario e componenti standard. Resta il problema decisamente delicato del ruolo delle grandi fondazioni corporate che entrano in progetti di innovazione sociale. Un e-trike cinese, fotografato a Chengdu (Foto Vera Tikhonova via Getty Images) NAVI CHE MARCIANO A IDROGENO GREEN, TRASPORTI OCEANICI SU TRIMARANI A VELA Il trasporto marittimo ha un problema fossile. Circa il 90% del commercio globale viaggia su navi, e quasi tutte bruciano olio combustibile pesante o gasolio marino. Per questo il settore è responsabile di circa il 3% delle emissioni globali di CO2 e di una quota ben maggiore dell’inquinamento da zolfo e particolato che si registra in prossimità dei porti. Nel porto lituano di Klaipėda è entrata però in servizio Rasa, una nave di 42 metri per la raccolta di liquami e rifiuti liquidi dalle altre navi, spinta da un motore elettrico con batteria da circa 2 MWh e due fuel cell da 40 kW ciascuna, senza alcun diesel di backup. La batteria gestisce l’operazione quotidiana a 8 nodi per circa 8 ore; le celle a idrogeno agiscono da estensori di autonomia, portando la durata fino a 36 ore in funzione del carico di lavoro. Il pezzo che conta è a terra: il porto produce circa 127 tonnellate/anno di idrogeno verde con elettrolisi alimentata da rinnovabili. La nave è stata realizzata dal cantiere Baltic Workboats, usando solo materiali europei. Il costo, intorno a 12 milioni di euro, è superiore a un diesel equivalente, per adesso. Ma la scelta del “lavoro sporco” in porto è razionale: rotte prevedibili, rientro quotidiano, velocità moderate sono il profilo giusto per un ibrido batteria+idrogeno oggi. Se Rasa lavorerà per un decennio senza problemi, diventerà un case study più utile di molte dimostrazioni-vetrina. E c’è chi batte altre strade. DHL, la grande società di trasporti internazionali, ha prenotato capacità dedicata su una nuova rotta transatlantica della società francese VELA, che gestisce come cargo dei trimarani a vela, 600 pallet a bordo, equipaggi di otto persone, tempi di attraversamento di circa 15 giorni tra Connecticut e Normandia. Ovviamente si tratta di un trasporto lento, a zero emissioni, che punta clienti che vogliono trasportare beni di alto valore (luxury, cosmetica, farmaceutica) in modo supergreen, con controllo e qualità. Le navi, costruite nelle Filippine per 25 milioni di euro ciascuna, lavorano su pallet standard EU. Il prezzo è a metà strada tra cargo aereo e marittimo. L’obiettivo è creare un’opzione di spedizione a basse emissioni che sia circa una settimana più lenta del trasporto aereo e circa due volte più rapida delle grandi portacontainer, le quali viaggiano più veloci ma spesso devono attendere in porto prima di poter scaricare. Foto VELA IL TRIBUNALE IMPONE A TOTALENERGIES DI FARE I CONTI CON LE EMISSIONI SCOPE 3 Un tribunale di Parigi ha ordinato a TotalEnergies di aggiornare entro sei mesi il proprio piano di vigilanza per includere i rischi e le misure legate alle emissioni Scope 3, quelle prodotte quando i clienti usano i suoi combustibili. I giudici hanno stabilito che estrazione, raffinazione e vendita “portano inevitabilmente alla combustione” - come in effetti, obiettivamente e innegabilmente, è - collegando gli impatti lungo la catena del valore alle attività della società. Non è una vittoria totale per le ONG che avevano avviato la causa: il tribunale non ha imposto lo stop a nuove esplorazioni né target di riduzione vincolanti; ha però riconosciuto che l’azienda ha leve per influenzare le emissioni dei clienti, attraverso il mix energetico offerto e gli investimenti. TotalEnergies ha dichiarato che si conformerà integrando nel piano informazioni già presenti nei report di sostenibilità, come supporto a biofuel, elettricità rinnovabile, pompe di calore e veicoli elettrici. Intanto, valuta le opzioni legali. La decisione sposta l’attenzione dal “non è responsabilità nostra” al “dovete mostrare come agite secondo la vostra posizione”. Se tra sei mesi il piano sarà giudicato insufficiente, il tribunale potrà chiedere misure aggiuntive. Il presidente e CEO di TotalEnergies Patrick Pouyanne (Foto Chesnot/Getty Images)

Fact.MR analysis indicates that charging infrastructure for harbor craft is moving from demonstration projects toward daily commercial use. Ports are preparing for battery-powered work vessels by installing charging systems that reduce emissions while supporting dependable fleet operations. USD 145 million in 2026 to USD 1,059.2 million by 2036, at 22.0% CAGR. USD 914.2 million absolute opportunity by 2036, led by demand growth across the United States and Norway. Harbor craft chargers supply electrical power to battery powered vessels operating inside ports and coastal waterways. These systems improve charging efficiency while reducing dependence on diesel powered support vessels. Reliable charging also helps operators maintain regular fleet schedules. Demand is growing because ports are introducing electric tugboats, ferries and service vessels to lower operating emissions. Public funding and environmental targets continue encouraging waterfront electrification. Charging systems with intelligent energy management are also improving operating performance across busy harbors. The United States is projected to record 22.4% CAGR through 2036 because commercial ports continue investing in electric vessel infrastructure. Norway is expected to achieve 22.0% CAGR as electric harbor operations expand. China is likely to register 21.5% CAGR through continued waterfront electrification. Germany is forecast to grow at 21.1% CAGR as clean port projects increase. India is anticipated to reach 20.5% CAGR through early stage harbor modernization. DC fast charging leads at 39.0%. Ferries lead at 29.0%. DC fast charging holds 39.0% share in 2026. DC fast charging is expected to account for 39.0% share in 2026 because harbor fleets operate on fixed schedules that require rapid turnaround. Faster charging also increases vessel availability throughout the day. AC depot charging supports overnight charging. Megawatt charging serves larger electric vessels. Opportunity charging extends operating time between scheduled stops. The Maritime and Port Authority of Singapore launched the first pilot trial for an electric harbour craft charging point at Marina South Pier, deploying a 150 kW DC fast charger developed by Pyxis Energy, Pyxis Maritime, and SP Mobility. [1] Ferries lead with 29.0% share in 2026. Ferries are projected to capture 29.0% share in 2026 because regular passenger routes depend on dependable charging between trips. Charging efficiency directly supports service continuity. Tugboats require high power charging during operational breaks. Patrol craft benefit from flexible charging access. Service vessels support port maintenance activities. Pilot boats continue adopting electric propulsion for short distance operation. Aqua superPower expanded its high-speed marine charging network to support electric harbor craft, ferries, patrol boats, and workboats. The initiative strengthens fast-charging infrastructure at commercial ports and harbors to accelerate marine electrification. [2] Dockside chargers lead market with 37.0%. Dockside chargers are expected to account for 37.0% share in 2026 because they integrate easily with existing harbor infrastructure. Permanent installations improve charging availability for daily fleet operations. Containerized chargers support temporary deployment. Floating chargers improve access where quay space is limited. Depot chargers serve fleet charging at dedicated maintenance locations. The Maritime and Port Authority of Singapore (MPA) and Enterprise Singapore introduced TR 136, Singapore's first technical standard for electric harbour craft charging infrastructure. The standard establishes safety and interoperability requirements for harbour craft charging and battery swap systems, supporting the rollout of a nationwide charging network. [3] Load management leads with 34.0% share in 2026. Load management is projected to capture 34.0% share in 2026 because ports must balance electricity demand across multiple charging points. Intelligent control improves energy efficiency during peak operating periods. Battery buffer systems reduce pressure on local grids. Shore power integration strengthens electrical flexibility. Renewables linked charging supports lower operating emissions. Curtin Maritime selected Motive Energy to deploy a solar-powered battery energy storage system (BESS) and large-scale charging infrastructure for electric tugboats at the Port of Los Angeles. The project will support high-power charging for harbor craft, accelerating port electrification and the transition to zero-emission tugboat operations. [4] Port authorities lead with 35.0% share in 2026. Port authorities remain the largest customer group because they direct harbor infrastructure investment and electrification planning. The segment is expected to account for 35.0% share in 2026. Tug operators modernize support fleets. Ferry operators expand charging capacity across terminals. Harbor service fleets adopt charging systems for routine operations. Electric harbor fleets support growth while grid upgrades remain a key challenge. United States 22.4%; Norway 22.0%; China 21.5%; Germany 21.1%; India 20.5%. Based on regional analysis, the harbor craft chargers market is segmented into North America, Europe, East Asia, South Asia, Latin America, and the Middle East & Africa. 22.4% CAGR, supported by electric harbor fleets and port modernization. The United States is projected to record 22.4% CAGR from 2026 to 2036 as commercial ports continue adding charging infrastructure for electric harbor craft. Tug operators and ferry services are increasing investment in battery powered vessels. Public funding also supports cleaner waterfront operations. Suppliers offering scalable charging systems are expected to benefit from long term infrastructure programs. 22.0% CAGR, backed by electric maritime transport leadership. Norway is expected to achieve 22.0% CAGR through 2036 because electric ferries and harbor vessels already play an important role across coastal transport. Ports continue expanding charging capacity to support larger electric fleets. Experience gained from early deployment also encourages additional infrastructure investment. 21.5% CAGR, driven by coastal infrastructure development. China is forecast to expand at 21.5% CAGR as major ports strengthen electric vessel infrastructure across commercial waterfronts. Harbor modernization projects increasingly include charging facilities from the planning stage. Local manufacturing also supports equipment availability. 21.1% CAGR, encouraged by clean port investment. Germany is likely to register 21.1% CAGR by 2036 because ports continue improving charging infrastructure for commercial harbor fleets. Greater attention to energy efficiency supports demand for advanced charging systems. Fleet operators also seek dependable equipment with smart energy management. 20.5% CAGR, supported by waterfront modernization. India is expected to record 20.5% CAGR as commercial ports begin expanding infrastructure for electric harbor craft. Pilot projects continue demonstrating the value of battery powered marine transport. Long term investment is expected to improve charging availability across selected ports. Marine electrification capability and charging technology define competitive strength. The market includes electrical equipment manufacturers, marine engineering companies and charging infrastructure specialists. ABB continues expanding its marine electrification portfolio through integrated charging systems for commercial vessels. Cavotec remains well positioned through shore charging technology developed for demanding port environments. Kempower strengthens competition with high power DC charging platforms designed for intensive operating cycles. Wärtsilä combines charging equipment with wider marine energy solutions for commercial fleets. Damen supports electric vessel projects through shipbuilding expertise and charging partnerships. Crowley continues investing in electric harbor operations across North America. Shell develops charging infrastructure through broader energy transition initiatives. Aqua superPower focuses on dedicated marine charging networks serving commercial and recreational operators. Competition is moving beyond charging hardware toward complete energy management solutions. Customers increasingly evaluate charging speed, software capability and lifecycle support before selecting suppliers. Companies that simplify installation while improving operational reliability are expected to strengthen their market position. ABB and Cavotec are leading providers. Kempower and Wärtsilä remain established participants. Damen, Crowley, Shell and Aqua superPower complete the competitive landscape. Charging systems developed for electric harbor vessels. The market includes AC depot charging, DC fast charging, megawatt charging and opportunity charging systems. These products deliver electrical power to harbor craft operating in commercial marine environments. The assessment focuses on charging infrastructure dedicated to harbor craft. General shore power equipment and onboard battery systems remain outside the market definition. Charging equipment installed across commercial harbor facilities. The study covers dockside chargers, containerized chargers, floating chargers and depot chargers. It also includes load management, battery buffer systems, shore power integration and renewables-linked charging. Applications include tugboats, ferries, patrol craft, service vessels and pilot boats. The study evaluates products supplied to port authorities, tug operators, ferry operators and harbor service fleets. Marine equipment without charging capability is excluded. The assessment excludes propulsion systems, onboard batteries, cable reels and electrical distribution equipment supplied without dedicated charging functions. Conventional industrial charging stations are also outside the market scope. 112+ sources, 44+ company portfolios, 31+ countries, 26+ interviews. Which power level leads the Harbor Craft Chargers Market? DC fast charging leads with 39.0% share in 2026 because commercial harbor fleets require rapid charging between operating cycles. Which craft type leads the Harbor Craft Chargers Market? Ferries account for 29.0% share in 2026 because scheduled passenger services depend on dependable charging with short turnaround time. Which installation leads the Harbor Craft Chargers Market? Dockside chargers lead with 37.0% share in 2026 because permanent waterfront installations support continuous fleet operation. Which grid integration feature leads the Harbor Craft Chargers Market? Load management holds 34.0% share in 2026 because ports need balanced electricity distribution across multiple charging points. Which buyer type leads the Harbor Craft Chargers Market? Port authorities account for 35.0% share in 2026 because they continue leading harbor electrification and charging infrastructure investment. Which region leads the Harbor Craft Chargers Market? Europe holds 42.0% share in 2026 because electric maritime transport projects continue expanding across commercial ports. Which country expands fastest in the Harbor Craft Chargers Market? The United States is projected to record 22.4% CAGR through 2036 because commercial ports continue expanding electric harbor infrastructure. How does Norway perform in the Harbor Craft Chargers Market? Norway is expected to achieve 22.0% CAGR through 2036 because electric ferries and harbor craft continue driving charging demand. How does China perform in the Harbor Craft Chargers Market? China is forecast to expand at 21.5% CAGR through 2036 because coastal ports continue investing in electric vessel infrastructure. How does Germany perform in the Harbor Craft Chargers Market? Germany is projected to register 21.1% CAGR through 2036 because clean port investment continues supporting charging deployment. Harbor Craft Chargers Market Copyright © Fact.MR All Rights Reserved An initiative of Eminent Research and Advisory Services

Becoming a green port involves varied factors: the disposal of shipboard waste, ecological compensation, treatment of dredged material and alternative energy concepts for its own business premises are just some of the many ‘green logistics’ activities carried out by ports, with the aim of reducing ecological impact to a minimum.In a recent move, the US Environmental Protection Agency (EPA) has launched an initiative to recognise ports that take action to improve environmental performance. The new initiative is expected to provide additional incentives to improve a variety of environmental issues, including improving local air quality, reducing carbon emissions, and addressing environmental justice issues, EPA said in a statement.The agency said it will also work with port authorities to develop emission measurement tools, which will help ports better understand their energy use and environmental impact.“Ports are the main gateway for US trade and are critical to our country’s economic growth, yet the communities surrounding ports face serious environmental challenges,” said EPA Administrator Gina McCarthy at the launch of the initiative on April 8. “Today we demonstrate that through collaboration and innovation we can achieve the goals of economic growth and environmental stewardship.”Separately, EPA has awarded $4.2 million in grant funding for clean diesel projects at six US ports – Port of Seattle, the Port of Hueneme, the Port of Tacoma, the Maryland Port Administration, the Virginia Port Authority, and the Port of Los Angeles.The $4.2 million in Diesel Emissions Reduction Act (DERA) grants will be used by the six ports “to retrofit, replace, or repower diesel engines resulting in immediate emissions reductions in harmful pollution,” said the agency.Ports are also doing their bit to ride on the green wave. In a recent development, two west coast Canadian ports have started offering financial incentives to vessels complying with a green shipping standard, in a move that campaigners hope will soon be replicated around the world.Port Metro Vancouver and the Prince Rupert Port Authority have decided to offer discounts to ships docking in their ports that meet a minimum level of environmental performance. To be eligible, ships must comply with the ‘A to G’ standard for carbon emissions in international shipping. Under the scale, developed by non-profit organisation Carbon War Room and maritime risk management software firm RightShip, ships are rated for their greenhouse gas emissions on a scale from A to G, based on the emissions of other vessels with a similar size and shape.The new incentive builds on a record of environmental improvement at the two ports. Port Metro Vancouver (PMV) is Canada’s largest port, and a major shipping terminal between Canada and the Pacific Rim. It runs an ‘EcoAction’ initiative, which it said offered $1.1m in discounts last year to ships that embraced cleaner fuels and improved engine technology. The incentive represents 10 per cent of its revenue from deep sea harbour vessels, offering shipping operators significant savings if they meet the standards.Similarly, Prince Rupert runs an Environmental Incentive Program for Vessels known as EIPV or ‘Green Wave’. It expanded the scheme to include the A-G ratings and plans to give away $100,000 in discounts this year.The port will award discounts based on ship’s performance in these rankings, as well as their position in the Energy Efficiency Design Index, which has been developed by the International Maritime Organisation, and the Clean Shipping Index. It also takes waste control and chemical usage into account, awarding ships a score based on a points and colour system.With the industry under growing pressure to adopt an international carbon pricing mechanism to help drive investment in cleaner technologies - pressure that some shipping operators are keen to resist by adopting more voluntary measures to curb emissions.The Port of Montreal has also been taking measures to reduce its environmental footprint out in the field. In March 2011, the port implemented a new truck entry portal that has reduced transaction times by 80 percent and waiting times by 50 percent. In 2011, the project earned an Award of Excellence in the Transportation and Merchandise category from l’Association québécoise du transport et des routes (AQTR). The port’s fleet of service and maintenance vehicles is gradually being phased out and replaced with hybrid vehicles that reduce greenhouse gas emissions (GHGs) by 39 percent. The port’s locomotives have been replaced with multiple-generator locomotives that reduce greenhouse gas emissions (GHSs) by 90 percent and fuel consumption by 54 percent.The Port of New York and New Jersey has extensive environmental programs, ranging from proposed strategies to reduce air emissions from shipping to an Environmental Management System (EMS) to reduce impact from facilities’ operations.  One Stop destination for your Logistics & Transportation News

With Cincinnati Reds president of baseball operations and de facto general manager Nick Krall being in such hot water, I thought I’d take a look at some of the biggest deals he has made, whether trades or free-agent signings, since taking over the roster in October 2020 following Dick Williams’ resignation. The Reds are 40-47 and in last place in the NL Central, 13.5 games behind the first-place Milwaukee Brewers. They are coming off an impressive 7-2 victory over the Brewers in which they jumped on stud starting pitcher Jacob Misiorowski, followed by a 3-0 loss to the Baltimore Orioles to open up a nine-game home stand before the All-Star break. However, to many fans, it’s a foregone conclusion that Nick Krall will not return as the general manager next season. Let’s look at some of his biggest moves. At the time, Noelvi Marte and Edwin Arroyo were both top-50 prospects in baseball, with Marte having a case to make his debut much sooner because he was 20 years old at the time of the transaction. He played his first game for the Reds just over a year later in August 2023. Edwin Arroyo was 18 at the time and didn’t make his debut until this past June. Marte has been a disappointment for the Reds. He hasn’t been able to stick at third base and has really struggled at the plate with strikeouts. Marte also missed a lot of time due to an 80-game PED suspension. After making the roster this season, he was sent to Triple-A amid offensive struggles. The jury is still out on Arroyo, who will likely fight Matt McLain for the full-time second-base spot into next spring training. He is hitting .257 with four runs batted in, and he hasn’t left the yard for the first time in his career yet despite really showing off his power with the Louisville Bats in Triple-A. Levi Stoudt was designated for assignment after bouncing back and forth between Triple-A and the big league roster, while Andrew Moore was traded to the San Diego Padres for Connor Joe. Castillo, meanwhile, posted a 3.50 ERA in 95 starts as one of the more consistent pitchers in Major League Baseball, signing a five-year, $108 million contract in Seattle. Candelario signed the deal after being traded from the Nationals to the Cubs to end the 2023 season. After hitting 20 home runs with a .225 batting average in 2024, Candelario played just 22 games, hitting .113, before being released by the Reds. He is currently in the Los Angeles Angels’ minor league system. This is one of Krall’s best moves since taking over the Reds’ roster. Encarnacion-Strand was a high-ceiling power hitter who had some great moments for the Reds but, like Marte, struggled at the plate. After being designated for assignment, he was traded to the Orioles for cash. Spencer Steer, meanwhile, has been one of the Reds’ most consistent players over the last five seasons. He hasn’t been able to get back to his 2023 form, when he hit .271 in 156 games, but he’s been an important player who can plug and play all over the infield and at the corner outfield positions. Steve Hajjar was the player to be named later in the trade that brought Will Benson to Cincinnati from Cleveland. Jesse Winker’s career really fell off a cliff after the 2021 season. His offense struggled, and he couldn’t stay healthy. Eugenio Suárez, on the other hand, became one of the more consistent power hitters in the league, hitting 30-plus home runs in three of the next six seasons, and hit 13 home runs in 53 games before being injured in 2025. Jake Fraley had a solid stint in Cincinnati but never became an impact player, battling injuries. Justin Dunn made seven starts in a Reds uniform, posting an ERA over 7, while Brandon Williamson has been a decent back-of-the-rotation left-handed starter. Trading Sammy Stafura and Taylor Rogers for Ke'Bryan Hayes Another all-time bad move. Hayes was brought in to shore up defense at the hot corner, but performed so badly at the plate that it became inexcusable to keep him in the lineup. He was placed on the IL earlier this season and will soon make a rehab start. It remains a question whether he will join the Reds' big league roster again this season. Meanwhile, Sammy Stafura has 16 home runs in the minor leagues this season. Trading starting pitcher Sonny Gray to the Minnesota Twins for Chase Petty Gray has been great for all three of the Twins, Cardinals and Red Sox, while Petty is just now starting to make his mark with the Reds as a reliever. He was a first-round pick by the Twins out of high school and does not appear to be an option as a starter, although he is still just 23 years old. Signing starting pitcher Nick Martinez Martinez was a good signing for the Reds, posting a 3.10 ERA in 2024 and a 4.46 ERA in 2025. He is now with the Tampa Bay Rays and has a 2.66 ERA in more than 90 innings pitched over 16 starts. Trading closer Raisel Iglesias to the Los Angeles Angels for Noé Ramírez This was an all-time bad move. While Iglesias was struggling with the Reds at the time, he’s brought his career back to the point where he is one of the more dominant closers in baseball. Ramírez was released four months after being traded to Cincinnati. Trading OF Tyler Naquin and RP Phillip Diehl for OF Hector Rodriguez and SP Jose Acuña After a great year with the Reds in 2021, Tyler Naquin didn’t do much for either the Mets or White Sox, while Hector Rodriguez looks like one of the more talented players in the Reds’ minor league organization. Jose Acuña currently has a 3.54 ERA in 15 starts with the Chattanooga Lookouts and was just called up to the Louisville Bats on June 30.

Il World Container Index sale a 4.530 dollari per feu trainato dalle rotte Est-Ovest. Domanda elevata, capacità limitata e nuovi sovrapprezzi sostengono il mercato, mentre i traffici intra-asiatici iniziano a rallentare Bruxelles – Il mercato dei noli container continua la propria corsa. Nella rilevazione del 2 luglio 2026, il World Container Index di Drewry registra un balzo del 9% su base settimanale, raggiungendo 4.530 dollari per feu, spinto dalla forte domanda sulle principali rotte Est-Ovest e da una capacità di stiva sempre più limitata. Tra i collegamenti più dinamici spicca la Shanghai–New York, che cresce dell’11% fino a 7.902 dollari per feu, con un incremento del 56% rispetto a un anno fa. In forte aumento anche la Shanghai–Genova, che supera i 6.300 dollari per feu (+10% settimanale e +70% su base annua), mentre la Shanghai–Los Angeles sale del 10% a 6.349 dollari, valore doppio rispetto allo scorso anno. Più contenuto il rialzo della Shanghai–Rotterdam, che guadagna il 7% attestandosi a 4.682 dollari per feu. Sulle rotte di ritorno, invece, il mercato rimane sostanzialmente invariato: Rotterdam–Shanghai, Los Angeles–Shanghai e New York–Rotterdam non registrano variazioni, confermando il persistente squilibrio tra i flussi di esportazione dall’Asia e quelli di rientro. A sostenere i noli transpacifici contribuiscono una domanda ancora robusta, alimentata dall’anticipo delle spedizioni in vista della stagione di punta, e una capacità volutamente contenuta. Drewry segnala infatti otto blank sailing programmati per la prossima settimana, mentre i vettori continuano a introdurre nuovi General Rate Increase (Gri) e Peak Season Surcharge (PSS). Tra questi, Hmm applicherà dal 15 luglio un ulteriore sovrapprezzo di 3.000 dollari per feu. Scenario differente nel mercato intra-asiatico, dove il Drewry Intra-Asia Container Index arretra del 4%, segnando la seconda flessione consecutiva. Il rallentamento interessa in particolare le rotte verso l’India, le Filippine e la Thailandia, favorito sia dal progressivo decongestionamento di alcuni porti sia dall’aumento dell’offerta, grazie al ritorno di nuovi servizi regionali e al potenziamento di alcune linee da parte di Msc. Sul fronte geopolitico, permane un clima di cauta incertezza. La parziale riapertura dello Stretto di Hormuz, favorita dall’accordo temporaneo tra Stati Uniti e Iran, ha consentito la ripresa dei transiti commerciali, ma la sospensione delle operazioni di scorta militare dopo il recente attacco a una portacontainer nelle acque dell’Oman mantiene elevato il livello di attenzione, lasciando il mercato esposto a possibili nuove tensioni.

Press Room Five thousand-acre project would destroy desert lands, add pollution to Barstow, Los Angeles region Alison Hahm, Natural Resources Defense Council,ahahm@nrdc.org Julia Dionne, Earthjustice,jdionne@earthjustice.org Noah Rott, Sierra Club,noah.rott@sierraclub.org Paola Vargas, East Yard Communities for Environmental Justice,paola@eycej.org Seth Alston, Center for Biological Diversity,salston@biologicaldiversity.org A coalition of conservation and environmental justice groups sued the city of Barstow today for approving a 5,000-acre rail yard and warehouse project that will worsen already poor air quality and destroy desert habitat without performing the required environmental reviews. Today’s lawsuit, filed in San Bernardino County Superior Court, asserts that the city failed to evaluate and mitigate the project’s multiple environmental harms and violated the California Environmental Quality Act. “For years my neighbors and I have told the city council that this expansion will have severe impacts on our community including increased air pollution and the deterioration of a beautiful ecosystem into a loud, 24-hour a day intermodal rail yard right outside our front doors,” saidSherry Baily, a community advocate and Sierra Club member who lives across from the proposed project. “The city council admitted there would be ‘significant and unavoidable impacts’ in its environmental review. In doing so, they ignored our concerns to side with a massive corporation. The impacts could be avoidable if they approved a plan that required developers to reduce pollution and meaningfully addressed our concerns, but instead we are being treated as disposable, unimportant and as a sacrifice to the profits of big business interests.” “This massive rail facility will spew diesel fumes from the San Pedro Bay Ports to the High Desert of Barstow 24 hours a day, 365 days a year, adding to the dirty air that communities have been forced to breathe for decades,” saidYasmine Agelidis, senior attorney on Earthjustice’s Right to Zero campaign. “Fenceline communities across Southern California need relief. You’d be hard pressed to find a more suitable rail project to electrify today, which is why the developer and operator must invest in readily available non-polluting technology — instead of locking the region into diesel-guzzling technology for yet another century.” The massive Barstow International Gateway project will operate 24 hours a day near schools and homes and the railyard will be the largest rail facility in the country. The new facility plans to use diesel-powered trains, trucks, and railyard equipment to transport goods 130 miles from the Ports of Los Angeles and Long Beach to Barstow, and more diesel trains to ship goods to the rest of the nation. The city approved the railyard without any requirements to electrify its fleet. “It’s unconscionable that a city in this day and age would allow a giant industrial project that will result in so much increased diesel pollution, which is damaging to people and the environment. Barstow needs to go back to the drawing board,” saidSeth Alston, an attorney at the Center for Biological Diversity. “If this goes unchallenged, communities will be choking on the fumes of the city’s mistake and the animals who rely on the Mojave River won’t stand a chance.” The project — which includes 9 million square feet of warehouse, rail storage, and logistics space — is expected to emit each year more than 550 tons of nitrogen oxide, the pollutant that causes serious health problems, and burn more than 18 million gallons of diesel every year. The project will increase greenhouse gas emissions by 134,471 metric tons of carbon dioxide equivalent per year — a 41% increase over the existing emissions. Those figures are likely undercalculations based on faulty assumptions that the coalition is challenging. To make matters worse, the harms to both air quality and the climate will affect communities that are already burdened by the existing pollution in the region. The railyard will operate just 120 feet from homes and 520 feet from an elementary school. Parks and churches are also nearby. This project comes after the Los Angeles region experienced the smoggiest first five months of the year in more than a decade. The railyard will also encroach on the Mojave River channel, a biodiversity hotspot. “Los Angeles County residents living on the frontlines of the San Pedro Bay Port Complex are also boxed in by over 10 major railyards and forced to breathe a toxic mix of port and rail pollution daily,” saidPaola Vargas, East Yard Communities for Environmental Justice Long Beach organizer. “Barstow’s project is designed to further expand rail infrastructure between Barstow and Los Angeles, while accelerating cargo movement stemming from the Port of Los Angeles and Port of Long Beach. For frontline residents already disproportionately harmed by high rates of asthma, cancer, and cardiovascular disease associated with port operations and diesel-fueled locomotive operations, this project is a threat to life expectancy. Increased locomotive activity will only worsen emissions, truck traffic, and pollution burden.” Today’s lawsuit states that the city did not adequately analyze the project’s effect on the Mojave fringe-toed lizard, Mojave desert tortoise, western burrowing owl, and other special status wildlife and plants. The city also failed to thoroughly analyze the energy, water, noise, cumulative impacts, and growth-inducing impacts associated with this approval. In early June, the Barstow City Council approved an update of its general plan, paving the way for the approval of the railyard project two weeks later. The project proposed by the Burlington Northern Santa Fe Railway Company (BNSF), a subsidiary of Berkshire Hathaway, Inc., requires the annexation of county land into the city and will take over thousands of acres of residential areas and open space along the Mojave River corridor. “The Burlington Northern Santa Fe Railway Company has refused to plan for a clean zero-emission rail facility and continues to focus on speed rather than public health,” saidAlison Hahm, an attorney at the Natural Resources Defense Council (NRDC). “Thousands of lives are on the line between Barstow and Los Angeles, where this project would run, yet the company is bent on running diesel locomotives through communities, threatening to concentrate pollution in neighborhoods already overwhelmed by truck traffic, warehouse expansions, and surging cargo volumes flowing from the ports.” This rail facility is an opportunity to build a future that protects people and the planet. The project is ideally suited to operate entirely — or at least partially — with non-polluting equipment, including switcher locomotives, captive fleet locomotives, railyard equipment, and trucks. In fact, earlier this month, Los Angeles’ local air district distributed$190 million for 31 battery-electric switcher locomotivesand charging infrastructure, the largest award ever granted. “Zero-emission equipment is available, cutting edge, and cost-effective,” addedAgelidis, of Earthjustice. “Yet, the city of Barstow and the railyard company claim non-polluting locomotives are not feasible. Barstow residents deserve a future where their health is protected, not put on the sidelines in favor of corporate profits.” Today’s lawsuit was filed by Sierra Club, East Yard Communities for Environmental Justice, and Natural Resources Defense Council, who are represented by Earthjustice; East Yard Communities for Environmental Justice and NRDC, who are represented by NRDC; and the Center for Biological Diversity, who is represented by in-house counsel. Earthjustice is the premier nonprofit environmental law organization. We wield the power of law and the strength of partnership to protect people's health, to preserve magnificent places and wildlife, to advance clean energy, and to combat climate change. We are here because the earth needs a good lawyer. “The National Environmental Policy Act is an environmental law, but it is also a tool to fight for worker safety, immigrant rights, and human rights.”

Giunge alla sua decima edizione Fisiko! Festival internazionale di danza, performance e teatro fisico, per un’intera settimana (dal 19 al 26 luglio) animerà la Fortezza Firmafede e il Teatro degli Impavidi di Sarzana con spettacoli, laboratori per grandi e per piccini, performance itineranti e site specific e tutto il meglio della danza contemporanea, con una particolare attenzione alle realtà del territorio e alle nuove giovanissime proposte. Un festival che si propone di valorizzare i linguaggi del corpo, messo al centro come organismo adattabile: capace di trasformarsi, di reagire allo spazio e all’imprevisto, di reinventarsi a ogni incontro. Anche quest’anno la rassegna è ideata e organizzata da APS Fuori Luogo (in partnership con Scarti Centro di Produzione Teatrale d’Innovazione e Balletto Civile) e realizzata con il contributo del Ministero della Cultura (FNSV – Art.29 Festival di danza), Comune di Sarzana, Fondazione Carispezia nell’ambito del bando “Estate in scena. Arti performative, territorio e comunità” e Fondazione Compagnia di San Paolo. Il festival è riconosciuto dal Ministero della Cultura come Festival di Danza, tra i primi in graduatoria nazionale per la qualità artistica del progetto. Ad aprire Fisiko! sarà l’esito dell’ottava annualità dell’importante progetto Per Aspera ad Astra – Come riconfigurare il carcere attraverso la cultura e la bellezza, realizzato con gli attori detenuti della casa circondariale di Villa Andreino, promosso da Acri e sostenuto da dodici Fondazioni di origine bancaria, tra cui Fondazione Carispezia. Giorgina Pi e Angelo Mai rileggono il mito di Tiresia attraverso i versi di Kae Tempest con Nata vicino ai fantasmi. Nata tempesta, diario da ascoltare in cuffia negli spazi della Fortezza Firmafede, Jacopo Jenna, per la prima volta a Fisiko con Manifestus, coreografia astratta, costruita sui codici della street dance – tutting, popping, waving, flexing, vouging. Emanuela Tagliavia, con un duetto di Caterina Bianchi, eccellenza del territorio, e Letizia Masini, danzatrici del corpo di ballo del Teatro alla Scala, ispirato al mito dei gemelli Apollo e Artemide, Osmosi Dance Complex con uno strutturato lavoro con oltre dieci performer in scena (tra cui la sarzanese Erica Portunato) che è un attraversamento, esperienza di stare nell’altro senza possederlo, Silvia Dezulian e Filippo Porro ritornano con una performance itinerante e site-specific, stavolta sugli spazi della Fortezza Firmafede, con la musica dal vivo di GOSP Giovane Orchestra Spezzina, un progetto realizzato con il contributo di Fondazione Carispezia e gestito da Aps Fuoriluogo; Antonio Carta e Pierfrancesco Mucari indagano le relazioni tra tra suono e danza, gruppo nanou con Sport, spettacolo cult che racconta di quell’attimo sospeso, appena prima che il corpo esploda nel movimento, in cui un’atleta si prepara: respira, ripete gesti minimi, raccoglie le forze prima dell’esercizio,Sara Sguotti (produzione Centro di Produzione della Danza Cango/Firenze) modella nell’ambiente di Fortezza Firmafede il suo Dedica, per instaurare un dialogo autentico con uno spazio e un suono unico, irripetibile, Mattia Cason debutta con un assolo di corpo, movimento e voce che parte dalla Basilica dell’antichissima città di Aquileia per parlare di Europa; Emanuela Serra e Alessandro Pallecchi portano una riflessione psichedelica sulla società, sul potere e sul destino della libertà; per chiudere questa edizione con Compagnie Ma’ in cui la danza contemporanea incontra il krump, genere nato nelle strade di Los Angeles per trasformare la rabbia in riscatto. “FisiKo! torna ad abitare i luoghi di Sarzana – spiega il direttore artistico Maurizio Camilli – e sceglie la meravigliosa Fortezza Firmafede e il Teatro degli Impavidi come location privilegiate per proporre tanti generi diversi dalla street dance al classico contemporaneo, con al centro la ricerca sul il corpo. Quest’anno una parte importante del programma è dedicata alla formazione e al coinvolgimento degli abitanti del territorio, con due laboratori che si aprono al pubblico in una restituzione finale: Aurore di Chiara Taviani che fa danzare insieme adulti e bambini, e Corpi in Azione di Balletto Civile, rivolto a danzatori e danzatrici professionisti o che aspirano a diventarlo”. Tanti gli spettacoli scelti per esaltare le peculiarità dei luoghi e offrire una dichiarazione di presenza, perché una comunità si costruisce camminando, danzando e guardando, insieme. BIGLIETTI Info: Biglietteria del Teatro degli Impavidi, Sarzana +39 3464026006 Tramite Whatsapp negli orari di apertura della biglietteria – teatroimpavidi@associazionescarti.it – Biglietti acquistabili anche Online su ticketmaster Orari di biglietteria Biglietteria del Teatro degli Impavidi lun > sab 9.30 > 13.00 (mar e dom chiuso / gio anche 16 > 19) DAL 19 AL 26 LUGLIO:APERTA TUTTI I GIORNI IN TEATRO 9.30 > 13.00 (dom chiuso) E DA UN’ORA PRIMA DI OGNI SPETTACOLO, DIRETTAMENTE NEL LUOGO DI REPLICA Il programma nel dettaglio giorno per giorno Il festival di aprirà domenica 19 luglio alle ore 19 al Teatro degli Impavidi con GOSP Giovane Orchestra Spezzina a cui seguirà alle ore 20 al Teatro degli Impavidi il debutto di CREATI cuciture rap sul moderno Prometeo (in replica fino al 21 luglio), creazione collettiva nata con gli attori detenuti della casa circondariale di Villa Andreino – e con detenuti semiliberi che continuano il lavoro teatrale – esito della ottava annualità di Per Aspera ad Astra. Come riconfigurare il carcere attraverso la cultura e la bellezza, progetto nazionale promosso da Acri e sostenuto da dodici Fondazioni di origine bancaria, tra cui Fondazione Carispezia. Un lavoro mastodontico e appassionato ideato e diretto da Enrico Casale (drammaturgia fisica di Alessandro Pallecchi – drammaturgia rap e musica originale Alice Parodi e Danilo Manganelli), realizzato in collaborazione con i laboratori di musica di ARCI Liguria che vede quasi 20 attrici e attori in scena per cucire insieme drammaturgia fisica, rap, parole di Mary Shelley e linguaggio filmico. Al centro c’è la creatura del dottor Frankenstein, il moderno Prometeo: un essere inconsapevole, gettato in una vita imposta e rifiutato da un mondo che non accetta la sua difformità. Da non perdere per la prima volta a Fisiko il laboratorio Aurore della coreografa e danzatrice Chiara Taviani (22 e 23 luglio dalle ore 17 alle ore 19 al Teatro degli Impavidi, 24 luglio dalle ore 10.30 alle ore 12.30 in Fortezza Firmafede con restituzione pubblica alle ore 18.30, per informazioni e iscrizioni training@maremilano.org – quota di partecipazione: 20 euro a coppia), un percorso di dialogo e incontro tra adulti e bambini, attraverso il linguaggio del corpo e quello coreografico della danza e del movimento. Il laboratorio è aperto a una coppia formata da un adulto di riferimento e un bambino tra i 18 mesi e i 7 anni. Al termine del laboratorio si terrà una restituzione pubblica alle ore 18,30 in Fortezza Firmafede per indagare l’idea dell’aurora come inizio e soglia di possibilità: un istante sospeso in cui tutto può ancora accadere. Dal 24 al 26 luglio invece (24 e 25 luglio dalle 14 alle 18, 26 luglio dalle 14.30 alle 18.30, restituzione pubblica 26 luglio alle 19.00 al Teatro degli Impavidi) sarà possibile partecipare a Corpi in Azione, laboratorio coreografico per danzatori e performer a cura di Balletto Civile, strutturato in tre giornate laboratoriali e una restituzione pubblica prevista il 26 luglio alle ore 19 al Teatro degli Impavidi (Per informazioni e iscrizioni: formazione@ballettocivile.org – quota di partecipazione: 100 euro a persona). Un lavoro in cui al centro c’è il corpo, liberato dalle posture ordinarie e riportato alla sua forza espressiva e in cui l’azione danzata si fa atto di relazione. In scena insieme ai danzatori, il pianoforte di Matteo Bevilacqua, eseguito dal vivo. Mercoledì 22 alle ore 19 Osmosi Dance Complex presenta in Fortezza Firmafede, Intuarsi, Per Verba Non Si Poria, coreografie di Rebecca Catania e Gabriele Mascolo (ballerini Rebecca Catania, Jessica Deschamps, Andrea Gianfranchi, Greta Mancino, Anita Marzella, Gabriele Mascolo, Eilai Neira, Emma Nerini, Gemma Piludu, Lorenzo Polidori, Erica Portunato e Samuele Ricci), un attraversamento, esperienza di stare nell’altro senza possederlo, di perdere il confine senza perdersi che prende il nome da un verso di Dante Alighieri (che intende con intuarsi quel farsi uno che non annulla, ma amplia, e trasumanar ciò che accade quando l’umano supera se stesso). Alle ore 19.30 Balletto Civile debutta con MAI(E)STATICO – Improvvisatori in dialogo, con Antonio Carta e Pierfrancesco Mucari (una produzione di Balletto Civile). In scena un marranzano, gli scacciapensieri della tradizione siciliana, un sax contralto e soprano e corpi in movimento che improvvisano e dialogano dal vivo, costruendo e disfacendo di continuo ponti tra suono e danza e, come suggerisce il titolo, niente resta mai statico. Si continua alle ore 20.15 in Fortezza Firmafede con AZIONIfuoriPOSTO, performance itinerante e site-specific di Silvia Dezulian e Filippo Porro e la musica dal vivo di GOSP Giovane Orchestra Spezzina (produzione Pluraldanza APS e co-produzione Mosaico Danza/Festival INTERPLAY 2023), un crocevia di tracce in movimento, frutto dell’incontro ogni volta diverso tra performer, musicisti locali e paesaggio, che intende invitare chi guarda a orientarsi e a prendere posizione nello spazio pubblico. Alle ore 21.30 debutta COMPANY .MOV con Le Eredi, regia di Erica Portunato (danzatrici Beatrice Rosati – Gaia Bella – Viola Mazzi – Silvia Maggi) e le musiche originali di Giovanni Fruzzetti (produzione School Of Art A.D.S (VR) che osserva l’istante in cui la postura si incrina e affiora la possibilità di distinguere ciò che siamo da ciò che abbiamo ereditato, da un punto di vista genetico, materno, sociale e corporeo. Perché ogni eredità è insieme legame e frattura, radice e ribellione. Giovedì 23 luglio alle ore 19 in Fortezza Firmafede si terrà That’s all, coreografia, ideazione e interpretazione di Davide Tagliavini – sound design Emanuele Nanni (produzione Compagnia Artemis Danza), una wunderkammer – la stanza delle meraviglie dove tra il Cinquecento e il Seicento si raccoglievano oggetti rari e curiosi – di gesti e danze, dove convivono stupore e ironia, corpo e voce, suoni e personaggi che appaiono per poi dissolversi. Alle ore 20 da non perdere il debutto di Nata vicino ai fantasmi. Nata tempesta, prodotto da Angelo Mai/ Bluemotion /Granducato, lavoro nato dall’incontro di Giorgina Pi con il mito di Tiresia attraverso i versi di Kae Tempest (Leone d’Argento alla Biennale Teatro 2021). Un diario da ascoltare in cuffia negli spazi della Fortezza Firmafede, a occhi chiusi o spalancati, costruito per avvicinamenti – odori dei luoghi, voci lontane, canzoni ascoltate all’infinito (voci di Gabriele Portoghese, Aurora Peres, Maria Vittoria Tessitore, Vasilis Dramountanis, Christos Stergioglu, Monica Demuru) Alle ore 21.30 al Teatro degli Impavidi debutta Gemina Lux, ideazione e coreografia di Emanuela Tagliavia – interpreti Caterina Bianchi, Letizia Masini e musiche Giampaolo Testoni, ispirato al mito dei gemelli Apollo e Artemide, divinità della luce nate da Zeus e Leto, simboli di nature opposte. Un duetto in cui due figure partono da una condizione di unità e simbiosi per differenziarsi a poco a poco. Alle ore 22.00 al Teatro degli Impavidi debutta DA CASANOVA VARIAZIONI SUL DESIDERIO. Cuccioli di maschio, coreografia di Michela Lucenti (interpreti Emiliano Candiago, Matheus De Oliveira Alves, Giovanni Russo, Frederic Zoungla), una produzione COB Compagnia Opus Ballet con il sostegno di Teatro Stabile del Veneto- Teatro Nazionale, in cui l’icona della seduzione si moltiplica in un quartetto di giovani uomini che si trasformano così in “cuccioli di maschio”, creature in cui il mostrarsi e l’essere intraprendenti diventano gioia pura. Venerdì 24 luglio alle ore 20 presso Fortezza Firmafede gruppo nanou presenta Sport, spettacolo cult riallestito su progetto e coreografia di Marco Valerio Amico e Rhuena Bracci (quest’ultima anche in scena) per raccontare di quell’attimo sospeso, appena prima che il corpo esploda nel movimento, in cui un’atleta si prepara: respira, ripete gesti minimi, raccoglie le forze prima dell’esercizio. In scena la concentrazione, i rituali silenziosi, la solitudine di chi si misura con se stesso. Si continua alle ore 21.30 con Sara Sguotti (produzione Centro di Produzione della Danza Cango/Firenze) che presenta Dedica, spettacolo che nasce dall’invito a instaurare un dialogo autentico con uno spazio e un suono unico, irripetibile. Ogni volta la struttura dell’opera è modellata dall’ambiente in cui prende vita e qui sarà la Fortezza Firmafede a guidare la partitura con la propria architettura. Sabato 25 luglio alle ore 19 in Fortezza Firmafede si parte con Profondo rosa (primo studio), di e con Francesca Foscarini (suono Daniela Diurisi, produzione esecutiva Associazione Cultura Zebra), in cui la performer gioca con una quantità di barbie, nastro carta e Big Babol a costruire, decostruire e trasformare di continuo la propria immagine: il rosa diventa dispositivo seduttivo e di controllo, colore dell’infanzia e del consumo ma anche della carne, dell’eccesso, del desiderio e della vulnerabilità. Alle ore 20 si continua con Aquilee con Mattia Cason, Ruben Gombač, Ahmad Kullab (coro diretto da Nicoletta Taricani, una coproduzione vicino/lontano, En-Knap productions in partenariato con Balletto Civile, Civica Accademia d’Arte Drammatica Nico Pepe, Fondazione Aquileia, Società per la Conservazione della Basilica di Aquileia), assolo di corpo, movimento e voce che parte dal pavimento – un vero firmamento – della basilica di Aquileia. In scena i suoi mosaici, e su di essi un danzatore che racconta la storia di questa antichissima città, di Alessandria d’Egitto e delle tante genti che nei secoli hanno affollato le banchine del porto fluviale. Per un’Europa nuova e antichissima insieme. Alle ore 21.30 debutto attesissimo sarà Manifestus, ideazione, coreografia e regia di Jacopo Jenna (produzione KLm con il supporto di OperaEstate Festival, MilanOltre Festival, Fabbrica Europa), coreografia astratta, costruita su referenze non narrative e sui codici della street dance – tutting, popping, waving, flexing, fingering, vouging – che disegnano uno spazio energetico in costante trasformazione.Una danza che si manifesta nel flusso del presente in cui pensiero, gesto e immaginazione non conoscono frattura. Domenica 26 luglio alle ore 20 da non perdere I’m not a hero – Indagine sulla società dell’incertezza ideazione e regia di Emanuela Serra e Alessandro Pallecchi, produzione Balletto Civile, una riflessione psichedelica sulla società, sul potere e sul destino della libertà, dove il corpo danzato esplode in una fuoriuscita prepotente, scomposta, poco elegante. Uno spazio vuoto, pneumatici sparsi, un pavimento nero come una lavagna: l’inizio di un western contemporaneo in un immaginario crudo e poetico, quasi come una colonna sonora di Morricone.

È la terza causa legata all'ambiente di lavoro che Kylie Jenner, 28 anni, si trova ad affrontare. Una chef privata l'ha citata in giudizio presso la Corte Superiore di Los Angeles il 22 giugno, sostenendo che i turni estenuanti e le condizioni di lavoro a cui era sottoposta — nonostante avesse comunicato ai supervisori di essere in gravidanza ad alto rischio — le abbiano causato un aborto spontaneo, come riporta People. Dal malore al licenziamento La donna aveva iniziato a lavorare per Jenner a novembre 2024, riferendo fin da subito ai supervisori di essere incinta di tre mesi e di aver bisogno di misure di tutela adatte alla sua gravidanza ad alto rischio. A dicembre, secondo quanto riportato nel documento depositato in tribunale e ottenuto da People, le sarebbe stato chiesto di «trasportare pesanti alimenti attraverso la strada e in salita»: la chef avrebbe iniziato ad ansimare e a soffocare, tanto da dover essere soccorsa dalla sicurezza. Anziché ricevere assistenza, sarebbe stata «ripresa» per aver turbato Jenner. Il primo febbraio 2025, durante una festa di compleanno per uno dei figli della mogul, la donna afferma di non aver ricevuto «supporto adeguato» dai supervisori e di essere «crollata emotivamente in bagno durante l'evento» per via dello sforzo fisico. La mattina seguente, dopo un'emorragia, si è recata al pronto soccorso: lì le è stato comunicato di aver perso il bambino. Nei giorni successivi ha informato i supervisori dell'accaduto, venendo però accusata — a suo dire falsamente — di «aver lasciato la cucina e il frigorifero in disordine dopo l'evento di Palm Springs». L'8 febbraio è stata nuovamente ricoverata, sempre per un'emorragia. Dopo aver accettato di trasferirsi a New York, il datore di lavoro ha interpretato le sue comunicazioni sulla salute e sul trasferimento come «dimissioni volontarie, nonostante la sua intenzione di restare alle dipendenze». Il 14 marzo 2025 le è stato comunicato di essere stata «rimossa dall'incarico presso la famiglia Jenner», con il 31 marzo come ultimo giorno di lavoro. Le accuse legali e la parola dell'avvocata Nel documento, la chef accusa anche la società di management Tri Star — co-convenuta nella causa — di «discriminazione, molestie, ritorsioni, maltrattamenti legati alla gravidanza, mancata concessione di accomodamenti e violazioni salariali». A maggio 2025, secondo la denuncia, il team le avrebbe inviato un'offerta di accordo stragiudiziale accompagnata da un accordo liberatorio. A farsi portavoce della cliente è l'avvocata Della Shaker, dello Shaker Law Group: «La decisione della nostra cliente di farsi avanti non è stata presa alla leggera», ha dichiarato a People. «Spera che condividere la sua esperienza possa incoraggiare altri che si trovano in situazioni simili a sapere che non sono soli e che la legge offre protezioni per ogni lavoratore».

Top News - Newsletter Ogni giorno le notizie più lette della giornata Iscriviti e ricevi le notizie via email È la terza causa legata all'ambiente di lavoro che Kylie Jenner, 28 anni, si trova ad affrontare. Una chef privata l'ha citata in giudizio presso la Corte Superiore di Los Angeles il 22 giugno, sostenendo che i turni estenuanti e le condizioni di lavoro a cui era sottoposta — nonostante avesse comunicato ai supervisori di essere in gravidanza ad alto rischio — le abbiano causato un aborto spontaneo, come riporta People. Dal malore al licenziamento La donna aveva iniziato a lavorare per Jenner a novembre 2024, riferendo fin da subito ai supervisori di essere incinta di tre mesi e di aver bisogno di misure di tutela adatte alla sua gravidanza ad alto rischio. A dicembre, secondo quanto riportato nel documento depositato in tribunale e ottenuto da People, le sarebbe stato chiesto di «trasportare pesanti alimenti attraverso la strada e in salita»: la chef avrebbe iniziato ad ansimare e a soffocare, tanto da dover essere soccorsa dalla sicurezza. Anziché ricevere assistenza, sarebbe stata «ripresa» per aver turbato Jenner. Il primo febbraio 2025, durante una festa di compleanno per uno dei figli della mogul, la donna afferma di non aver ricevuto «supporto adeguato» dai supervisori e di essere «crollata emotivamente in bagno durante l'evento» per via dello sforzo fisico. La mattina seguente, dopo un'emorragia, si è recata al pronto soccorso: lì le è stato comunicato di aver perso il bambino. Nei giorni successivi ha informato i supervisori dell'accaduto, venendo però accusata — a suo dire falsamente — di «aver lasciato la cucina e il frigorifero in disordine dopo l'evento di Palm Springs». L'8 febbraio è stata nuovamente ricoverata, sempre per un'emorragia. Dopo aver accettato di trasferirsi a New York, il datore di lavoro ha interpretato le sue comunicazioni sulla salute e sul trasferimento come «dimissioni volontarie, nonostante la sua intenzione di restare alle dipendenze». Il 14 marzo 2025 le è stato comunicato di essere stata «rimossa dall'incarico presso la famiglia Jenner», con il 31 marzo come ultimo giorno di lavoro. Le accuse legali e la parola dell'avvocata Nel documento, la chef accusa anche la società di management Tri Star — co-convenuta nella causa — di «discriminazione, molestie, ritorsioni, maltrattamenti legati alla gravidanza, mancata concessione di accomodamenti e violazioni salariali». A maggio 2025, secondo la denuncia, il team le avrebbe inviato un'offerta di accordo stragiudiziale accompagnata da un accordo liberatorio. A farsi portavoce della cliente è l'avvocata Della Shaker, dello Shaker Law Group: «La decisione della nostra cliente di farsi avanti non è stata presa alla leggera», ha dichiarato a People. «Spera che condividere la sua esperienza possa incoraggiare altri che si trovano in situazioni simili a sapere che non sono soli e che la legge offre protezioni per ogni lavoratore».

The U.S. and global partners are sending crucial aid to Venezuela after twin earthquakes that killed at least 589 and injured 4,300. DanaMarie McNicholl reports live from Miami on the global response, including U.S. military forces, naval ships and rescue teams to coordinate immediate relief and search for survivors. Three days after the devastating earthquakes in Venezuela, the death toll has climbed to at least 920, with more than 3,300 injured and tens of thousands still missing. Rescue operations have continued since the 7.2 and 7.5 magnitude earthquakes struck the northern shore of the country on Wednesday, and authorities said 243 people have been saved so far. American search and rescue teams from Virginia,Californiaand Florida were dispatched to Venezuela on Friday, joining the effort to pull people out of collapsed buildings. TRUMP ADMINISTRATION PLEDGES $150M IN AID, DEPLOYS NAVY WARSHIPS AFTER DEADLY VENEZUELA EARTHQUAKES Residents and rescue workers search through the rubble two days after an earthquake struck La Guaira, Venezuela, Friday, June 26, 2026.(AP Photo/Juan Pablo Arraez) Anthony Marrone, the Los Angeles County fire chief, toldThe New York Timesthat local fire units from Los Angeles County and Fairfax County, Virginia, are the only departments in the United States trained to work abroad. The Los Angeles County team is 73 strong and brought with it concrete-busting machines, listening devices to hear people trapped under rubble and other equipment to aid in the ongoing humanitarian effort. The State Departmentis leading the federal response to the earthquakes, according to U.S. Southern Command. "Day or night, the [Department of War] is moving critical life-saving equipment to Venezuela," U.S. Southern Command said in a post Friday night. The post included several pictures of a heavy construction vehicle hauling large boxes of supplies. A heavy construction vehicle operated by the U.S. military hauls aid destined for Venezuela after the country was hit by twin earthquakes on Wednesday.(U.S. Southern Command) Even with all the assistance coming from the United States, whichhas pledged $150 million to emergency aid,and international organizations, Venezuelans have reported that their government has not had a robust response to the earthquakes. Locals told The Associated Press they've seen few state rescue teams in the hardest hit areas. According toaid agencies, the first 48 to 72 hours is the most crucial window to retrieve people alive. DEATH TOLL FROM VENEZUELA EARTHQUAKES RISES TO AT LEAST 589, WITH THOUSANDS REPORTED MISSING On Friday night, Venezuelan authorities said they would begin blocking access to La Guaira — where the worst destruction occurred — so search teams can operate without getting hampered by citizens. According to the AP, officials said anyone who wants to enter now will have to get permits, though they did not explain who would be eligible for them. Rescue workers place Daniel Cordero on a stretcher after pulling him from the rubble two days after an earthquake struck Catia la Mar, Venezuela, Friday, June 26, 2026.(AP Photo/Fernando Vergara) This move from the state comes after locals have been taking the search for their missing loved ones into their own hands. Nazareth Jimenez, who lives in the state of La Guaira, just north of Caracas, said she had to watch as her neighbors used hammers and power tools to try to cut through the concrete of an apartment building. She stood by and waited to see if her siblings, nephews, nieces and friends would emerge alive. "We're making a call for help to the government and countries across the world," Jimenez told the AP. "There are still people alive in there." The Venezuelan government, led by acting President Delcy Rodríguez, has distributed food and water to survivors in La Guaira, but residents still say it has not been enough. Residents walk through the rubble two days after earthquakes struck Catia La Mar, Venezuela, Friday, June 26, 2026.(AP Photo/Fernando Vergara) CLICK HERE TO DOWNLOAD THE FOX NEWS APP The earthquakes pose a great challenge to Rodriguez, the former vice president whose governing coalition took shape after the United States mounted an operation that captured and deposed PresidentNicolás Maduro. Rodriguez's leadership and the legitimacy of her government will be tested during this crisis given she was not elected to the presidency and has not given any timetable on when elections will be held. The Associated Press contributed to this report. James Cirrone is a writer on the Breaking/Trending News team at Fox News Digital. Story tips can be sent to james.cirrone@fox.com.

This is read by an automated voice. Please report any issues or inconsistencieshere. See more from the L.A. Times in Google Search.Set us as preferred A proposal to build a truck parking lot near thePort of Los Angelesis facing backlash from nearby residents. Port officials say the parking lot would provide much-needed designated space for cargo trucks waiting to pick uploads from the port, helping to ease congestion in the area. But some neighborhood groups say the proposed staging area would only increase traffic and air pollution in Wilmington. Gina Martinez, chair of the executive board of the Wilmington Neighborhood Council, said the land in question provides a vital buffer between port activity and residential communities. “It’s been a bad deal from the beginning,” Martinez said in an interview. “We want open space because we’ve been promised for decades a clear separation from port activities.” Business The Port of Los Angeles processed 890,861 container units in April, 5.7% above last year -- the second-best April on record despite war, higher fuel costs and trade uncertainty. The Los Angeles Harbor Commission signed off on the project in a meeting on June 11, but it was vetoed by the Los Angeles City Council this week. The veto does not permanently ban the project, but allows for more time to discuss the implications for stakeholders and the community. Los Angeles City Councilmember Tim McOsker, who introduced a special motion to halt the truck plans, said he was acting on behalf of community residents. McOsker represents Harbor City, Harbor Gateway, San Pedro, Watts,and Wilmington. Business Under a new chief executive, the Port of Long Beach is getting ready to double its cargo capacity by 2050. The port handled a record amount of cargo in 2025. “Generally, folks in the community would say, ‘we don’t want the port industrial properties to creep into neighborhoods. We want them to retract or hold the line,’” McOsker told The Times. The John S. Gibson Truck & Chassis Parking Lot, which wasoriginally proposedin 2023 by the Port of Los Angeles, would cover 18 acres of privately owned land and include 393 truck and chassis parking stalls. The land is currently designated as open space, though it’s undeveloped and not available for any recreational use. The completion of the parking lot would require a Port of Los Angeles master plan amendment to switch the land’s designation from open space to maritime support. Martinez said the land should have never been sold to private developers because it’s included in the California State Lands Commission’stidelands trust, which says certain land near the ocean must be available for public enjoyment. Building atruck and chassiswaiting lot on that space would increase congestion on the freeways and in Wilmington neighborhoods, add particulate matter into the air and increase already-problematic noise pollution from the port, she said. Business Shipping companies are imposing fuel surcharges and avoiding expensive routes as the cost for container ship fuel rises amid the war in Iran. “Of all the things Wilmington needs, it is not another parking lot for trucks,” Martinez said at a Los Angeles Harbor Commission meeting earlier this month. “It is not the responsibility of our community to take on every single truck that runs through the port.” At the same meeting, Noel Gould of the CoastalSan PedroNeighborhood Council said the council is supporting the project after working closely with the developers to reach compromises. The parking lot would prevent port-bound trucks from idling near schools and parks, he said. The lot would also include landscaping with native coastal plants. Business Founded in 2025, Humble Robotics is building self-driving freight trucks with no steering wheel, driver’s seat or gas pedal. “We didn’t start out in a position of support, but we worked very closely with them to get to a place where we felt it was really something that would benefit the community,” Gould said at the meeting. In an interview, McOsker said there is already space set asidefor trucksto wait to access the port. At the Los Angeles City Council meeting Wednesday, the council unanimously approved what’s known as a 245 motion, which gives the council authority to temporarily veto certain actions taken by city boards and commissions. “The 245 gives us the opportunity to meet and confer and see if there are revisions or additions or mitigation that can better protect the full community,” McOsker said. The motion sends the project proposal back to theHarbor Commissionfor further review. Business As the California Department of Transportation prepares to re-deck a bridge near the Port of Los Angeles, port officials are hoping to increase the height of the bridge as well. Supporters of the parking lot say the land is currently uninhabited and requires consistent police presence to deter criminal activities. The Port of Los Angeles also clashed with coastal communities last year over the possible raising of the Vincent Thomas Bridge. The bridge was already slated to be redecked by the California Department of Transportation, but Port of Los Angeles executive director Gene Seroka proposed raising the bridge height as well. Raising the bridge would allow larger cargo ships to pass under its deck, helping create jobs and keep the port relevant, Seroka said at the time. Most painfully for local commuters and businesses, it would mean the bridge will be closed for around 28 months rather than the originally planned 16 months. Last December, the California State Transportation agencyrejected the proposalto raise the bridge.

L’Organizzazione marittima internazionale ha bloccato con effetto immediato il piano straordinario per l’evacuazione delle navi commerciali rimaste intrappolate nel Golfo Persico dall’inizio del conflitto a fine febbraio a seguito del grave attacco subito dalla portacontainer Ever Lovely (8.500 Teu, bandiera di Singapore), di proprietà del gruppo taiwanese Evergreen. L’unità è stata colpita sul lato di dritta da un proiettile non identificato mentre si trovava a 7,5 miglia nautiche a sud-est del porto omanita di Dahit, all’imboccatura dello Stretto di Hormuz. La decisione è stata ufficializzata dal segretario generale Imo Arsenio Dominguez e ripresa dalle principali agenzie internazionali tra cui Reuters e The Hindu. Il raid, intercettato dagli enti di sicurezza britannici Ukmto e Ambrey, e monitorato dalla società di gestione del rischio Vanguard Tech, ha causato danni strutturali al ponte di comando della nave, senza registrare vittime tra l’equipaggio o sversamenti in mare. Come evidenziato da Seatrade Maritime News, il vertice dell’Imo ha precisato che la Ever Lovely non stava navigando all’interno dei convogli protetti dall’Onu; nonostante questo è stato attuato il blocco del piano assistito per verificare la tenuta delle garanzie di sicurezza nell’intera area. Secondo i dati di tracciamento satellitare Ais di Pole Star Global, analizzati dall’esperto di shipping Lars Jensen, la nave ha comunque mantenuto la navigabilità e ha completato l’uscita dallo stretto diretta verso Singapore e Port Klang, navigando in coda ad altre unità della flotta Evergreen e al naviglio di Wan Hai. L’attacco è avvenuto dopo poche ore dalle dichiarazioni, rilasciate attraverso i media, del Corpo delle Guardie Rivoluzionarie Islamiche che ha definito ‘illegale’ qualsiasi transito a Hormuz che fosse sprovvisto della preventiva autorizzazione iraniana. Questo posizionamento incrina l’intesa sulla tregua di 60 giorni, recentemente siglata tra Stati Uniti e Iran, a seguito della quale erano stati istituiti due corridoi provvisori – uno settentrionale sotto controllo iraniano e uno meridionale nelle acque dell’Oman – per superare la chiusura dello schema di separazione del traffico, parzialmente minato da ordigni difensivi. L’attacco nel corridoio meridionale, per il quale il governo dell’Oman aveva appena pubblicato le linee guida operative, si configura come una violazione della Convenzione delle Nazioni Unite sul diritto del mare (Unclos), che tutela lo Stretto come via navigabile di libero transito internazionale. Come riporta Reuters, si tratta di uno scenario critico che era stato anticipato dal segretario di Stato americano Marco Rubio durante la sua recente visita istituzionale nel Golfo, che prospettava gravi ripercussioni in caso di blocco delle rotte. Da parte dei mercati e delle compagnie la risposta è stata immediata: Lars Jensen ha confermato che grandi player globali, tra cui la danese Maersk, hanno già disposto l’evacuazione delle proprie unità dall’area di crisi, come accaduto per la Maersk Baltimore da 4.500 Teu, seguite a ruota da altri operatori internazionali. Al momento l’accesso al Golfo è drasticamente contratto e rimane circoscritto quasi esclusivamente alle navi battenti bandiera iraniana. Jakob Larsen, responsabile della sicurezza dell’associazione armatoriale Bimco, ha definito l’accaduto come una pesante battuta d’arresto per la normalizzazione dei traffici regionali, nonostante la forte pressione logistica riesca a tenere attivi alcuni transiti isolati sotto la responsabilità dei singoli armatori. I dati di Axs Marine indicano infatti che, nonostante l’allarme, lo stretto ha registrato 62 transiti nella sola giornata del 24 giugno, pari a circa il 53% dei volumi standard dello scorso anno, con alcune navi che continuano ad allinearsi per il transito costiero e altre, come la petroliera Blue Star 1, che hanno invece preferito invertire la rotta a metà navigazione. Il balzo in avanti del rischio in corso ha procurato immediatamente i propri effetti sul mercato dei noli globali: dalle analisi di mercato diffuse da Lars Jensen le tariffe spot del Drewry World Container Index sulle rotte del Pacifico hanno registrato un incremento del 6% in una sola settimana, riallineandosi ai picchi registrati nell’estate del 2025 dovuti alle tensioni tariffarie internazionali. I noli di ritorno sulla tratta compresa tra Los Angeles e Shanghai, in particolare, hanno toccato i livelli più alti dall’autunno del 2023, mentre il corridoio commerciale Asia-Europa attualmente sembra parzialmente stabilizzato rispetto alle rilevazioni della settimana scorsa. A proposito di dati sulla sicurezza globale, la situazione attuale descritta da Lars Jensen, creatasi con l’incidente della Ever Lovely, che porta la crisi del Mar Rosso al suo 949° giorno e il blocco di Hormuz al giorno 118, va a gravare su un quadro già complesso per la sicurezza marittima mondiale. Dall’esame dei report annuali di settore l’analista mette in evidenza una vulnerabilità sistemica in crescita. Nel corso del 2025, secondo il bilancio del World Shipping Council, i container persi in mare sono stati 1.478 su un totale di 280 milioni di unità movimentate; un dato in aumento rispetto al biennio precedente, fortemente condizionato dal singolo sinistro della Msc Elsa al largo dell’India, costato la perdita di 640 container. Allo stesso tempo la rassegna annuale sulla sicurezza navale pubblicata da Allianz per il 2025 ha registrato su scala globale 260 collisioni, 218 incendi a bordo e 202 incagliamenti. Nonostante le 43 perdite totali di navi registrate nel 2025 confermino una tendenza alla diminuzione dei sinistri gravi nel lungo periodo rispetto alle 127 perdite del 2016, il segmento specifico delle portacontainer soffre con 5 perdite totali: il dato peggiore dal 2017. Da notare infine la fragilità digitale analizzata nell’ultimo studio di ricerca geopolitica pubblicato da Bimco. Gli esperti dell’associazione armatoriale avvertono che i conflitti tra nazioni si stanno rapidamente trasferendo sulle infrastrutture tecnologiche delle navi. Per le compagnie di navigazione, il pericolo reale è che i governi dei paesi costieri prendano di mira i computer e i sistemi di controllo dei motori di bordo per esercitare pressioni politiche. In questo modo, gli attacchi informatici di Stato diventano una nuova arma strategica, capace di bloccare i traffici commerciali senza il bisogno di un intervento militare sul campo. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

In response to opposition from Wilmington residents, the Los Angeles City Council on Wednesday, June 24, vetoed the Board of Harbor Commissioners’ approval a proposed 18.4-acre truck parking project along John S. Gibson Boulevard and the 110 Freeway. In an 11-0 vote, the council approved what is known as a “245 motion” introduced by Councilman Tim McOsker, who represents the 15th Council District, which includes the Harbor Area. Section 245 of the City Charter gives the council the authority to review and veto certain actions by city boards and commissions. Councilmembers Adrin Nazarian, Traci Park, Monica Rodriguez and Katy Yaroslavsky were absent during the vote. “(The vote) gives me an opportunity to have further conversations,” McOsker said. “We’ve had many, but (will) have further conversations with the proposed developer and the community, particularly the Wilmington community, who will not be housing this property, but will be taking the burden of the traffic that is anticipated. “I’m just asking you to give us jurisdiction, so we can do our job.” The council vote does not mean final approval or denial of the proposed project, according to McOsker’s office. “What makes this matter particularly consequential is that this was not simply considering an individual project; it was to amend the Port Master Plan and change the land use designation of the 18-acre site,” according to a statement from McOsker’ office. “These are significant policy considerations that Councilmember McOsker believes warrant further review and more public engagement,” the statement addedd. Nearly two weeks ago, the Board of Harbor Commissionersunanimously approvedan environmental impact report for the proposed project, and to alter the land-use for the site into industrial. The John S. Gibson Truck and Chassis Parking Lot Project aims to transform a private, underdeveloped plot of land into a parking lot for 393 trucks, which developers say will also improve goods movement efficiency and alleviate stress placed on nearby neighborhoods. Trucks would be able to stage, park short-term, exchange equipment and coordinate cargo movements instead of waiting on public streets. While supporters say the project will serve as a dedicated location for trucks that enter and leave the Port of Los Angeles, critics argue it could lead to environmental harms for local residents and exacerbate the proliferation of trucks on residential streets. “This project is about organization,” Mike Tunney, vice president of development at Howard Industrial Partners and project representative, said during the board’s June 11 meeting. “For too long, truck activity has spilled onto streets throughout the Harbor Area. This facility helps move that activity into a controlled, professionally managed industrial location where it belongs.” Port staff and environmental consultants concluded that the EIR analyzed the project’s air quality, traffic, health risk and circulation impacts and found “no significant and unavoidable impacts.” The proposed project aims to reduce truck backups onto John S. Gibson Boulevard through a proposed driveway and queuing design. Trips to the site would utilize the Harbor Freeway, using the John S. Gibson and Harry Bridges boulevard ramps. The project also consists of beautification plans to John Gibson Boulevard with the addition of native plants and new irrigation, among other things. There would also be a community benefits agreement consisting of a workforce plan that includes supporting union construction jobs, hiring local residents and veterans, as well as other commitments to organizations such as the Boys & Girls Clubs of Los Angeles Harbor, Toberman Neighborhood Center, Banning High School football and other Harbor City community programs. “This project allows us an opportunity to get trucks out of our neighborhoods,” said John Bagakis, who spoke in his capacity as a local business owner, Toberman representative and planning commissioner. “Let’s get these trucks out of our neighborhoods, beautify the property and support residents who have dealt with these impacts for decades.” Despite the commitments, some Wilmington residents and neighborhood council representatives urged the Harbor Commission to deny the project, citing concerns about the project’s impact on air quality. They expressed concern about enforcement, truck idling and cumulative impacts to their health.

The Port of Long Beach will likely have a strong cargo year in 2026 and the outlook for the promised transition to a zero-emissions truck fleet is growing more optimistic, CEO Noel Hacegaba said on Tuesday, June 23. In his monthly virtual news briefing, Hacegaba said the port processed 842,000 cargo containers in May,32% higher than during the same month in 2025,making it the busiest May on record. “Year to date,” Hacegaba added, “we’re near 4 million (twenty-foot equivalent units) and puts us on pace for a record year.” And Long Beach again topped the Port of Los Angeles in May in total TEUs, he said. “We’re beginning to see signs that this year may turn out to be another strong year,” Hacegaba said. While trade uncertainty remains, he said, this year has seen all supply chain parties adapting more quickly to disruption. Still, he said, concerns remain. The situation surrounding the Strait of Hormuz, Hacegaba said, “remains fluid” but uncertain, with the impacts being widespread as trade routes are all so critically connected. With an early peak shipping season anticipated in July and August, shippers are still moving cargo earlier to stay ahead of anticipated future costs — worried that more expensive tariffs could come once the current ones end next month — and as a way to avoid delays that could happen later, he said, adding that inventories are also in need of replenishment. “The message is simple: flexibility matters,” Hacegaba said about the supply chain. “At times like this, everyone has to be nimble.” Hacegaba’s guest this month was Robert Loya, CEO of the Harbor Trucking Association, who also spoke about the strains that have hit truck drivers with the spike and instability in fuel costs. The high cost of transportation in the supply chain, he said, will also hit consumers. “At the end of the day, it’s going to hit us all and that cost is going to be passed on to the consumer,” Loya said, agreeing with Hacegaba that while costs can go up quickly, they tend to come down slowly. Both also spoke about the advancements being made to bring in more zero-emissions trucks and long-term cleaner technology. The Port of Long Beach, which over the years has adopted the “Green Port” ID, recently launched a program to reward the trailblazers, with Hacegaba reiterating that the Port of Long Beach aims “to become the world’s first clean seaport.” “We’re thinking way outside the box to bring cleaner trucks and ships to our docks,” he said. The port created a Zero-Emission Truck Early Leaders Award to provide one-time payments totaling as much as $4.8 million for companies that were the first to use the vehicles to serve marine terminals. Using truck activity data from January 2024 to December 2025 to determine eligibility for the program, it was determined that up to 43 companies qualified. Qualified trucking companies will receive an acknowledgement letter issued by the Port of Long Beach and provide activity information confirming compliance with the program’s rules. Payments will be made in early 2027, following verification of activity through the end of 2026. The port also has established a $1 million award for the first oceangoing vessel to refuel at its harbor with methanol on a commercial scale in an effort to jumpstart the industry’s transition to cleaner, lower-carbon fuels like methanol. Truckers, Loya said, were “very concerned a few years back” when the clean truck initiatives and deadlines were set; the ports’ deadline to transition to a zero-emissions truck fleet is 2035. The trucks are expensive and the technology is still being improved for vehicles intended to haul cargo, especially long distances. “They felt it was being forced down our throats; we felt the market and infrastructure wasn’t ready,” Loya added. But, he said, with newer technology and more advanced truck models coming off the production lines, including promising new trucks from Tesla, acceptance is beginning to grow. What is also needed, however, is new infrastructure to provide faster charging at locations along the truck corridors, he said. While the adoption rate has been slow, a more expansive infrastructure along with longer range capacity for trucks, he said, would speed up adoption. “Build it and they will come,” Loya said. Still, costs for the new trucks remain out of reach for many smaller companies and independent drivers. Both the ports of Los Angeles and Long Beach provide assistance through their joint Clean Truck fee collection, adopted in 2020, as a way to encourage the industry to invest in cleaner trucks. Also among other recent game-changers, Hacegaba said, is the Green Truck Corridor the port launched in May. The Port of Long Beach, The Wonderful Co. and Lincoln Transportation Services signed a memorandum of understanding supporting development of the world’s first port-powered Green Truck Corridor, which will connect Long Beach with the Central Valley to improve air quality and reduce greenhouse gases on one of the nation’s busiest truck routes for global trade. The memorandum of understanding outlines a framework for collaboration and future development, designed to reflect a shared, early-stage effort to advance a more coordinated model for goods movement, connecting port operations, inland logistics capacity and emerging zero-emissions trucking opportunities in a planned system designed to improve efficiency over time. Currently, more than 300,000 TEUs of imports and exports flow between the San Pedro Bay ports complex — made up of both the ports of Los Angeles and Long Beach — and the southern Central Valley each year. A Port of Long Beach 2050 vision outlines a plan to double current container volumes to 20 million annually by 2050. Goals include strategically modernizing the port’s infrastructure with $3.3 billion in capital investments over the next decade, and developing digital systems to enhance efficiency and visibility. The port also aims to become the world’s first zero-emissions port.